Shock-absorbing device.



C. H. FOSTER.

'SHOCK ABSORBING DEVICE.

APPLIUATION FILED 11911.91508 1,017,660. Patented Feb. 20, 1912.

CLAUD H'. FOSTER, 0F CLEVELAND, OHIO.

SHOCK-ABSOBBING DEVICE Bpeclcation of Letters Yatent.l

Patented Feb. 20, 1.912.

Application led April 9, 190B. Serial No. 426,144.

To all 'whom 'it may concern:

Be it known that I, CLAUD H.Fos'1'nu,

' a citizen of the United States, residingat form of the shock pbsorbing,

Cleveland, in thc county of, Cuyahogaand State of Ohio, have invented a certain new und useful Improvement in Shock-Absorb in Devices, of which the followin is a fu l, clear, and exact description, re ereuce being had to the accompanying drawings.

-This invention relates to shock absorbersl interposed between relatively movable parts, and more especially to brakes or shock-absorbing devices which are employed with vehicles for the purpose of reducing the extent of vibration between the axles and bodies of the same. to prevent injury to the springs and to overcome unpleasant and injurious vibrations of the vehicle bodies. K

The invention has for an object the production of a device of this character which 1s extremely 'simple in construction und eflicient in operation, which may be easily assembled and quickly applied to and removed from the parts with whichit may be associated, and which will be durable in operation.

Generally speaking, the invention may be defined as consisting of the combinations of elements embodied in the claims hereto annexed and illustrated Ain two modifications in the drawings formng port hereof, wherein-- Figure 41 represents a side elevation of the lower part of a vehicle body havingr my invention applied thereto, the axle being represented in section; Fig. 2 represents a sectional view through a portionof the frame of the vehicle1 showing the spi-ing. axle and my device in clevatibn; Eig. 3 represents nn enlarged side elevation of one evice.: und Fig. 4 represents n similar view of a mndified form of such device.

The device consists of n spiral or convolute spring, one end of which is operatively connected to one of the moving parts with which it is to vhe associated sind the other end of which is operatively, connected with the other moving part with which it is to be associated, the convolntions of the spring beingI given a particular arrangement whereby certain ot' the minvolntions nor molly grip cach other; that is to sav, said convolutions grip each other when the spring is not connected to" the aforesaid moving parts. The convoiutions which gri i each other will, upon any movement tending to separate the said parts, exert o dragging frictional action upon adjacent con volutions which will increase as the seid parts se arate. In the constructions shown 1n the rawings, the spring is given such a shape that the outer convolutions are nor mally in gri pin engagement, either directly or 1n irect while the innermost convolutions are open or separated. With the s rin constructed as thus illustrated and escri ed, it will be apparent that im)Y movement tending to close or contract the spring will be resisted by the frictionnl en' gagement between the outer convolutions, the outer convolutions engaging in such manner as to produce u dragging friction of said outer convolutions on the next adjacent inner sconvolutions, which friction increases as the outer end of the coil is operated to contract the coil. This drugglng friction produces a yielding resistance to the separation of the parts with which the spring ihaybe connected, which yielding. resistance is,I transmitted gradually to the central open portion'of the spring, with the result that such central portion is enabled to absorb shocks or strains applied to the outer portion of the spring without injury to such inner portion.

In F' s. 1 and 2 of the drawing, my device is s own as applied to a vehicle for the purpose of prevent-ing violent separation of the frame and axle on rebound, thereby preventing the breaking of the vehicle springs and insuring ense and comfort of ridin In the drawings, 1 denotes one of the 'si e fron-ies of the vehicle, the same being shown as channel beam. Q denotes the axle und 3"one of the springs, the form illustrated being n full elliptic spring having its lower section connected to the axle by means of clips 4 in thel usual manner and havingr its upper section connected to the lower flange of the channel beam, as by means of holts 5.'

7 denotes the spiral or` convolutc spring which I interpose between the vehicle frame and the axle. When connected to the ve.- hicle members, the inner convolutions of the spring are under compression but are open or separated, as shown'at 8. but the outer convolutions are given such shape that they' :1re in grippingengagement. :is shown at 9.

ln the specific forni of' my invention shown in Figs. l :md el, the spring is conslrncled in the same general manner as shown in Fig. ll, but, for the purpose of increasing the friction between the outer convolutions when the outer end of the spring is subjected to a strain tending to contract tbe spring. there is interposed between some of the outermost convolntions a packing 10. This packing may be made of belting or any other suitable material. The spring will be constructed in the same general manner as the spring shown in Fig. 3, filling the space between the outer convolutions with the packing referred to. The packing increases the dragging frictional resistance tothe closing movements of the outer portion of the spring. In both forms of the invention, however, some of the outer convolutions are in gripping engagement, either in direct engagement, as shown in Fia. 3, or in indirect engagement, as shown in gs. 1 and 4.

The inner end of the spring will be operatively connected to one of the vehicle members, either the axle or the frame. ln the drawings, it is shown as connected to the frame by means of a stud 11, to which the inner end of the springr is secured, as by means of a threaded bolt 12. The stud 11 may be conveniently secured to the frame 1 by having formed therewith a flange 13, by means of which it lnay be bolted to the frame. As a convenient means for securingV the outer end of the spring to the axle, may secure a flexible connection, as a strap 14, to the outer end of the spring by means of rivets 15, connecting the lower end of said st'rap to the axle in anyvpreferred manner. In the drawings, I have shown the strap as provided with a connection 16 at the lower end thereof adapted to be applied to a length of chain 17 extending around the axle. The strap will preterabhv be wound around the outer convolution o the spring.

In applying my device to a vehicle, the spring should be placed under further compression to obtain the best results, such compression being proportional to the movement ot' the vehicle spring from its normal position to its fully deflected or elongated position. For instance, should a vertical movement of seven inches be necessary to fully elongate spring 3, then the flexible connection 14 should be drawn down a distance of seven inches against the action of spring 7 before connecting it to the axle. In this manner, spring T will always be under compression and will take up the slack off the flexible member whenever spring 3 is compressed. The length of the flexible connection 14 can be easily adapted for varying styles of vehicle springs.

\Vith the parts arranged as described, the operation will be apparent.

any movement tending to separate the frame and axle will be yieldingly and increasingly resisted by the frictional drag between the outer convolutions of the spring, and such movement will be gradually transmitted to the open or central portion of the spring, which will effectually absorb the shocks imparted tothe outer end of said spring. Furthermore, as the axle and frame approach each other, the spring will expand and take in the slack of flexible connection 14. The device is extremely simple of construction, may be quickly applied to and removed from the parts with which it is to be used, and is durable and etlicient in operation.

Having thus described my invention, 1 claim:

1. The combination, with a )air of relatively movable members, of a sliock absorbing device, said device comprising a spiral spring having au open central portion operatively connected to one of s ucb members and having its outer portion flexibly connected with the other member, and friction material interposed between some of the outer convolutions of said spring.

2. The combination, with a pair of relatively movable members, of a shock absorbv ing device interposed therebetween, said device comprising a stud fixedly connected to one of said'members, a spiral spring havin its central portion connected with said stud and having its inner convolutions spaced apart, friction material interposed between the outer convolutions of said spring, and a flexible connect-ion secured to the outer portion of said spring and extending around the outermost convolution thereof and connected to the other member.

3. The combination, with a pair of relatively movable members, of a, shock absorbing device comprising a spiral spring having its inner portion operatively connected with one of such members and having some of the convolutions thereof normally in gripping engagement and other convolutions normally out of gripping engagement, and a connection between the outer portion of said spring and the other member.

4. The combination, with a air of relatively movable members, of a s ock absorbing device comprising a spiral spring having a relativel open central portion, the inner' convolutlons being normally out of engagement and the outermost convolutions being normally in gripping engagement with each other, means operatively connecting the renti-al portion of the spiral s ring with one of .such members, and a exi le connection between the outermost convolution of the spring and the other member.

5. The combination, with a vehicle frame and axle, of a shock absorbing device com- V prising a s iral spring havin a. relatively open centra portion the convo ations whereof are normally out of engagement, said spring having its outer convolutions norsoy mally in gripping engagement with eachl other, means o eratively connecting the central ortion o the s rin with one of the vehic e members, anal) a exible connection between the outermost convolution of the spring and the other vehicle member, said connection being under tension and said spring under compression when the vehicle sprng` is nearly fully compressed.

6. he combination, with a air of relatively movable members, of a siock absorbing device comprising a spiral spring havinfj a relatively open central portion the convoiutions whereof are .normally out of engagement, said spring having ltwo or more of its outer convolutions normally in gripping engagement with each other, means operatively connecting the central portion of the spring with one of the members, and a strap wrap ed around the outermost convolution of t e spring and connected to the other member.

7. The combination, with a vehicle frame and axle, of a shock absorbing device comprising a spiral sprin the central ortion whereof is open and t e outer convo utions whereof are 1n grippin engagement, a connection between one en of said spring and the axle, and means connecting the other end of the s ring tothe frame at a point above the ax e.

8. The combination, with a vehicle frame and axle, of a shock absorbing device comprising a spiral spring having an open central ortion, a connection between one end of said spring and the axle, meansconnecting the other end of the sprin to the frame at a point above the axle, an friction 'material interposed between some of the outer convolutions of the spring.

In testimony whereof, I hereunto affix my signaturet in the presence of two witnesses.

CLAUD H. FOSTER.

Witnesses:

A. S. HULL, J. B. HULL. 

